KR100603863B1 - Clutch control device and method for mecanical automatic transmission - Google Patents

Abstract

An object of the present invention is to provide a clutch control apparatus and method for a mechanical automatic transmission, which enables a smoother start.

To this end, the area setting means 10 sets the engine speed range in which the engine output torque includes a maximum value in the accelerator opening degree detected by the accelerator opening degree detecting means 6, and the clutch control means 13 The clutch directly connects the clutch 9 while controlling the connection state of the clutch 9 so that the engine speed detected by the engine speed detecting means 5 falls within the engine speed range set by the area setting means 10.

Description

CLUTCH CONTROL DEVICE AND METHOD FOR MECANICAL AUTOMATIC TRANSMISSION}

1 is a block diagram schematically showing a vehicle provided with a control device for a mechanical automatic transmission according to one embodiment of the present invention.

2 is a configuration diagram schematically showing a vehicle according to an embodiment of the present invention.

3 is a schematic diagram of engine output characteristics for explaining the area setting means according to the embodiment of the present invention.

4 is a map for setting a limit value for an accelerator opening degree according to an embodiment of the present invention.

5 is a map for setting the clutch stroke speed with respect to the engine speed change rate according to an embodiment of the present invention.

6 is a graph showing a change in engine speed when the vehicle starts in accordance with an embodiment of the present invention.

7 is a map according to a modification of the present invention.

8 is a map for setting a clutch stroke speed with respect to a conventional engine speed change rate.

9 is a schematic view of a general engine output characteristic.

<Description of the code for the main part of the drawing>

1 ECU 2 Vehicle speed sensor

5: engine speed sensor (engine speed detection means)

6: accelerator opening sensor (acceleration opening detecting means)

7: engine 7a: output shaft (engine output shaft)

8: transmission 8a: input shaft (transmission input shaft)

9: clutch 10: region setting section (region setting means)

11: judgment unit 12: storage unit

13: clutch control unit 81: actuator of transmission

91: clutch actuator

The present invention relates, in particular, to a clutch control device and method of a mechanical automatic transmission, which is suitable for use in clutch control at the start of a vehicle.

Background Art Conventionally, in a vehicle equipped with a mechanical automatic transmission in which an actuator is attached to a transmission gear mechanism and a clutch mechanism so that automatic transmission can be performed, half clutch control is performed at the start (or fine). This anti-clutch control is performed based on the map of the clutch stroke speed with respect to the change rate of engine speed (differential value of engine speed), for example as shown in FIG.

For example, when the rate of change of the engine speed is C ₁ (C ₁ > 0), the clutch is controlled in the connection direction at the stroke speed V ₁ , and the rate of change of the engine speed is C ₂ (C ₂ <0). The clutch is controlled in the cutting direction at the stroke speed V ₂ . When the change rate of the engine speed is 0 (zero), the clutch is controlled to be maintained at the current position.

As a result, when the vehicle starts, the anti-clutch control starts from the time when the driver presses the accelerator, the clutch is connected directly, and the vehicle is accelerated.

In addition, Japanese Patent Laid-Open No. 6-117454 (hereinafter referred to as Patent Document 1) calculates a target engine speed to which the clutch is to be connected in order to smoothly start the vehicle, based on the throttle opening value at the time of starting, A technique is disclosed for increasing and decreasing the exciting current of an electromagnetic powder clutch such that the actual engine speed is the target engine speed.

By the way, in a diesel engine, the engine output torque with respect to the driver's accelerator opening VA (%) has the characteristic generally shown in FIG. 9 with respect to engine speed.

As shown in Fig. 9, for example, when the accelerator opening degree is 0%, the idle rotation speed is 650 rpm and the output torque is 0, and when the engine rotation speed is higher than this, the engine output torque gradually decreases.

For example, when the opening degree of the accelerator is 10%, the engine output torque increases as the engine speed increases, but at a certain engine speed P ₁₀ , the engine output torque becomes a peak (maximum torque). Gradually decreases the engine output torque. Similarly, even when the accelerator opening is 20%, the engine output torque increases as the engine speed increases, but at a certain engine speed P ₂₀ , the engine output torque peaks, and then the engine output torque gradually decreases. Going.

In this way, as the accelerator opening degree rises, the peak of the engine speed shifts toward the high rotation side, but in any accelerator opening, the engine output torque gradually decreases when the peak exceeds this peak, and thus the parabolic characteristic is gradually reduced.

Therefore, when the vehicle is started, when the anti-clutch control is performed without considering such output torque characteristics, the engine speed is too low (overly lowered) or excessively lower than the engine speed at peak (at maximum torque output). In a high state (overly raised state), half-clutch may be thrown away.

In this case, even if the clutch is half-clutched, since the engine output torque is small, sufficient driving torque cannot be output, and it is difficult to start the vehicle smoothly. In particular, it is remarkable when the vehicle is started on an uphill road or when the vehicle is loaded with a large load weight.

In addition, because of this, the time to start the vehicle becomes longer, that is, the half clutch time is increased, so that the clutch may wear out at an earlier time or the noise may increase due to excessive rise of the engine. have.

In addition, in the technique of Patent Document 1 described above, since the engine speed at which the maximum torque is obtained is not always set to the target speed, it is difficult to smoothly start the vehicle when the load on the vehicle is large. In addition, the clutch which concerns on patent document 1 is an electromagnetic powder type | mold clutch, and no attention is paid about the wear which arises in a clutch.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a clutch control device and method for a mechanical automatic transmission, which enables smooth starting.

To this end, the clutch control device of the mechanical automatic transmission of the present invention is a clutch control device of a mechanical automatic transmission in which an actuator is attached to a transmission gear mechanism and a clutch mechanism so as to perform automatic transmission. An area for setting an engine speed range in which the engine output torque is within a predetermined range in the accelerator opening degree detection means for detecting the rotation speed detection means, the accelerator opening degree detecting means, and the accelerator opening degree detected by the accelerator opening degree detecting means. Control means for directly connecting the clutch while controlling the connection state of the setting means and the clutch so that the engine speed detected by the engine speed detecting means is within the engine speed range set by the area setting means when the vehicle starts up; It is characterized by having a.

According to this apparatus, the output torque can be reliably ensured at the start of the vehicle, and smooth start is possible. Therefore, even when a vehicle starts on an uphill road or when a vehicle having a large load weight starts, a stable start required by the driver is possible.

In addition, since the anti-clutch time can be reduced than before, early wear of the clutch can be suppressed. In addition, it is possible to prevent engine stall caused by excessive decrease in the number of revolutions of the engine in the low revolution region, and to prevent excessive rise of the engine in the high revolution region, thereby preventing noise.

In the accelerator opening degree, the area setting means sets the first limit value at the lower speed side than the engine speed at which the engine output torque becomes the maximum value, and sets the second limit value at the high speed side, thereby causing the engine to rotate. It is preferable to set the water region.

Preferably, the first limit value and the second limit value are set in accordance with the accelerator opening degree.

The control means includes: a first region on the lower rotational speed side than the first limit value, a second region between the first and the second limit value, and a third region on the rotational side higher than the second limit value. The storage unit stores a map in which the clutch stroke speeds with respect to the rate of change of the engine revolutions are respectively set for three areas of the engine speed, and the engine speed detected by the engine speed detection means is included in any of the three areas. And a clutch control section for controlling the clutch stroke speed of the clutch by selecting from the map a clutch stroke speed corresponding to the area determined by the determination section.

The storage unit stores, as the map, control lines corresponding to the three areas on the coordinates of the engine speed change rate and the clutch stroke speed, respectively, and the engine speed change rate increases in the control line of the second area. The clutch stroke speed in the clutch connecting direction and the clutch stroke speed in the clutch cutting direction are increased when the engine speed change rate decreases. It is preferable that the control line is a line which moved to the engine speed change rate rising side, and the control line of the said 3rd area | region is a line which moved the control line of the said 2nd area to the engine speed change rate falling side.

The storage section divides the first region into a plurality of regions, and stores a map in which the clutch stroke speeds are respectively set for the rate of change of the engine speed for the plurality of regions in the first region. And when the engine speed detected by the engine speed detection means is included in the first area, it is further determined where to be included among the plurality of areas in the first area, and the clutch control unit is determined by the determination unit. It is preferable to control the clutch stroke speed of the clutch by selecting a clutch stroke speed corresponding to the designated area from the map.

The storage unit stores, as the map, a sub-control line corresponding to each of the plurality of areas in the first area on the coordinates of the engine speed change rate and the clutch stroke speed. It is preferable that the sub control line of the area | region is a line which moved the control line of the said 2nd area to the rising side of the engine speed change rate, respectively.

The storage section divides the third region into a plurality of regions, and stores a map in which clutch stroke speeds with respect to the rate of change of engine revolutions are set for the plurality of regions in the third region, respectively, and the determination unit, When the engine speed detected by the engine speed detection means is included in the third area, it is further determined where to be included among the plurality of areas in the third area, and the clutch control unit is determined by the determination unit. It is preferable to control the clutch stroke speed of the clutch by selecting a clutch stroke speed corresponding to an area from the map.

The storage unit stores, as the map, a sub control line corresponding to each of the plurality of areas in the third area on the coordinates of the engine speed change rate and the clutch stroke speed, and the plurality of the plurality of areas in the third area. It is preferable that the sub-control line of an area | region is a line which shifted the control line of the said 2nd area to the engine-speed change rate fall side, respectively.

A clutch control method of a mechanical automatic transmission according to the present invention is a clutch control method of a mechanical automatic transmission in which an automatic transmission is performed by installing an actuator on a transmission gear mechanism and a clutch mechanism, respectively, wherein the engine speed and the accelerator opening degree are detected. And in the detected accelerator opening degree, setting a first limit value at a lower speed side than an engine speed at which the engine output torque reaches a maximum value, and setting a second limit value at a high speed side; And a step of directly connecting the clutch while controlling the connection state of the clutch such that the engine speed is between the set first limit value and the second limit value.

According to this method, the output torque can be reliably ensured at the start of the vehicle, and smoother start is possible. Therefore, even when a vehicle starts on an uphill road or when a vehicle having a large load weight starts, a stable start required by the driver is possible.

When the detected engine speed is lower than the first limit, the clutch is controlled in the cutting direction, and when the detected engine speed is higher than the second limit, the clutch is preferably controlled in the connecting direction.

When the low engine speed side negative limit value is set on the lower speed side than the first limit value and the detected engine speed is lower than the low speed side limit value, the detected engine speed It is preferable to increase the clutch stroke speed in the clutch cutting direction than when it is between the first limit value and the low speed side limit value.

A plurality of the low speed side limit values are set on the low speed side than the first limit value, and the detected engine speed is (n + 1) th (n + 1) toward the low speed side from the first limit value. ; When the low speed side limit value of the natural number is between the (n + 2) th low speed side limit value, and the detected engine speed is the nth low speed side limit value and (n + 1) It is preferable to increase the clutch stroke speed in the clutch cutting direction than when the value is between the &lt; RTI ID = 0.0 &gt; th &lt; / RTI &gt; low speed side limit value.

When the high engine speed side limit value is set on the higher speed side than the second limit value, and the detected engine speed is higher than the high speed side limit value, the detected engine speed is equal to the first limit value. It is preferable to increase the clutch stroke speed in the clutch connecting direction than when it is between the high speed side limit values.

A plurality of the high speed side limit values are set on the higher speed side than the first limit value, and the detected engine speed is set toward the (n + 1) th (n; natural number) from the first limit value toward the high speed side. When the high speed side limit value is between the (n + 2) th high speed side limit value, the detected engine speed is the nth high speed side limit value and the (n + 1) th high speed side limit value. It is preferable to increase the clutch stroke speed in the clutch connecting direction than when it is between values.

EMBODIMENT OF THE INVENTION Hereinafter, embodiment of this invention is described with reference to drawings.

1 to 6 are for explaining a clutch control device and method of a mechanical automatic transmission as one embodiment of the present invention. As a mechanical automatic transmission, as shown in FIG. 1, the actuators 81 and 91 are attached to the transmission (transmission gear mechanism) 8 and the clutch (clutch mechanism) 9 like manual cars, respectively, and can perform automatic transmission. It would be.

As shown in FIG. 2, the vehicle according to the present embodiment includes an engine 7, a transmission 8, and a clutch 9, and includes an output shaft 7a and a transmission 8 of the engine 7. The input shaft 8a is connected via the clutch 9.

When the clutch 9 is connected, the engine torque output from the engine 7 is transmitted to the drive wheels (not shown) via the transmission 8 so that vehicle driving force is obtained. In Fig. 2, the arrow indicates the moving direction of the clutch plate.

In addition, as shown in FIG. 1, the clutch 9 is controlled by the ECU 1 together with the engine 7 and the transmission 8. Specifically, the clutch 9 is controlled by driving the actuator 91.

For this reason, the ECU 1 includes a vehicle speed sensor 2 for detecting the speed of the vehicle, an engine speed sensor (engine rotation speed detecting means) 5 for detecting or calculating the rotation speed of the engine output shaft 7a, and The signal from the accelerator opening degree sensor (APS, accelerator opening degree detecting means) 6 which detects the stepped amount of the accelerator pedal (not shown) is input.

By the way, as mentioned above, the engine output torque with respect to the driver's accelerator opening VA (%) generally has the characteristic as shown in FIG. 3 with respect to engine speed. 3 is an engine output characteristic in a diesel engine, and also shows the output torque characteristic at 0%, 30%, and 100% of the accelerator opening.

This control apparatus eliminates the torque shortage at the time of starting (or fine) of the vehicle provided with a mechanical automatic transmission, and performs the optimum anti-clutch control which enables smooth starting. Hereinafter, as an example, the anti-clutch control when the accelerator opening is 30% will be described.

In the present control apparatus, as shown in FIG. 1, each of the areas corresponding to the area setting unit (area setting unit) 10, the determination unit 11, the storage unit 12, and the clutch control unit 13 in the ECU 1. It has a function. Moreover, the control means is comprised by said determination part 11, the memory | storage part 12, and the clutch control part 13. As shown in FIG.

The area setting unit 10 sets an engine speed range that is within a predetermined range in which the engine output torque includes the maximum value in the accelerator opening degree detected by the accelerator opening degree sensor 6.

Specifically, as shown in FIG. 3, the limit value (first limit value) N _A on the side of the lower speed than the engine speed N _P at which the output torque becomes the peak (maximum output torque) P ₃₀ . , And sets a limit value (second limit value) N _B on the higher speed side than the engine speed N _P. This in three regions the engine speed by, that is, the area between the limit value (N _A) than the area (R ₁₎ of the low-rotation water side, the limit value (N _A) and the threshold value _{(N B) (R 2)} , It is divided into the region R _{3 on the} high speed side than the threshold value N _B.

In addition, in this embodiment, the threshold value N _A and the threshold value N _B are set so that the distance from the engine speed N _P may become substantially the same, and the threshold value N _A and the threshold value N The rotation speed width between _B ) is set to 300-400 rpm, for example.

Further, since also is the engine output torque characteristics shown in Fig. 3 is one brother peak (P ₃₀₎ to, but shows a pointed shape, and the peak (P ₃₀₎ is a vertex a gentle curve shape, it is preferable to more broadly set a revolution speed range Do.

Moreover, of course, since the maximum output torque (peak) differs according to the accelerator opening degree, the threshold value N _A and the threshold value N _B are set according to the accelerator opening degree so that the engine output torque corresponding to the accelerator opening degree is obtained. For example, it is preferable to set the said threshold value N _A and the threshold value N _B based on the map shown in FIG.

Then, the plate part 11, and is the number of revolutions detected by the engine speed sensor 5, the engine, to determine whether any of said regions of the area _{(R 1, R 2, R} 3).

In addition, the memory 12 stores a map of the clutch stroke speed with respect to the rate of change of the engine speed (differential value of the engine speed) as shown in FIG. 5.

There are three control lines L ₁ , L ₂ , L _{3 in} this map, and on the basis of the determination result from the determination unit 11, one of these three lines is explained by the clutch control unit 13 described later. It is suitably selected and used for clutch control at the start of a vehicle.

Here, each line will be described. First, the line L ₂ is a control line that is also used for conventional clutch control, and the line L ₂ has an engine rotation rate change rate of 0 days (rising rise and fall). When not in use, the clutch stroke is held at the current position. In addition, when the engine speed change rate increases, the clutch stroke speed in the clutch connection direction is raised, and when the engine speed change rate decreases, it shows that the clutch stroke speed in the clutch cutting direction is raised.

In addition, the line L ₁ is a control line in which the line L ₂ is moved by a predetermined rate of change S ₁ in the direction in which the engine speed change rate increases (right direction in FIG. 5). In other words, the line L ₁ indicates that the clutch stroke is maintained at the current position when the engine speed change rate S ₁ (S ₁ > 0). In addition, when the engine speed change rate is larger than S ₁ , the clutch stroke speed is increased in the clutch connection direction, and when the engine speed change rate is smaller than S ₁ , the clutch stroke speed is increased in the clutch cutting direction.

Also, for example, when the engine speed change rate is zero, the line L ₁ indicates that the clutch stroke speed in the clutch cutting direction is increased.

Thus, line performed in the clutch control on the basis of (L _1), the engine revolution speed change rate is gradually being focused on S _1, it is to keep the clutch stroke to the state S ₁ (i.e., connected to the clutch so as to increase the engine speed The engine can be kept in an elevated state. Thereby, the region (R ₁₎ it is possible to raise the engine rotation speed region (R ₂₎ in the sphere (R ₂₎ torque, that is, in may output the torque of the maximum torque vicinity.

In addition, the line (L ₃₎ is a line (L ₂₎ is an engine at a predetermined rate of change minutes revolution direction (the left direction in Fig. 5) to change the falling control line is moved as much as (S _2). In other words, the line L ₃ indicates that the clutch stroke is maintained at the current position when the engine speed change rate S ₂ (S ₂ <0). In addition, when the engine speed change rate is larger than S ₂ , the clutch stroke speed is increased in the clutch connection direction, and when the engine speed change rate is smaller than S ₂ , the clutch stroke speed is increased in the clutch cutting direction.

For example, when the engine speed change rate is 0, attention is paid to the line L ₃ indicating that the clutch stroke speed in the clutch connection direction is increased.

Thus, line performed in the clutch control on the basis of (L _3), the engine revolution speed change rate is gradually being focused on S _2, to keep the clutch stroke to the state of the S ₂ (i.e., the engine speed is connected to the clutch so as to reduce The engine can be kept in the lowered state. As a result, it is possible to reduce the area (R ₃₎ the engine speed region (R ₂₎ in the sphere (R ₂₎ torque, that is, in may output the torque of the maximum torque vicinity.

In the clutch control section 13, when the vehicle starts, that is, when the vehicle speed detected by the vehicle speed sensor 2 is equal to or less than the predetermined speed, there is a change in the accelerator opening degree from the accelerator opening degree sensor 6, the determination unit ( Based on the determination result in 11), one control line in the map stored in the storage unit 12 is selected to control the clutch 9.

Specifically, when it is determined in the determination unit 11 that the engine speed is in the region R ₁ , the clutch control unit 13 selects the line L _{1 in the} map and connects to this line L ₁ . The anti-clutch is performed while controlling the clutch stroke on the basis.

In addition, the plate when in the unit 11 it is determined that the engine rotation speed region (R _2), in the clutch control unit 13, select line (L ₂₎ in the map, on the basis of the line (L ₂₎ The anti-clutch is performed while controlling the clutch stroke.

In addition, the plate when in the unit 11 it is determined that the engine rotation speed region (R _3), in the clutch control unit 13, to select the line (L ₃₎ in the map, based on the line (L ₃₎ Half clutch while controlling clutch stroke.

That is, in the clutch control part 13, when the engine speed is in the region R ₁ , the anti-clutch control is performed to increase the engine speed (in an upward direction), and when the engine speed is in the region R ₂ , the engine in the present state is present. The anti-clutch control is performed to maintain the rotational speed. When the engine rotational speed is in the region R ₃ , the anti-clutch control is performed so as to lower the engine rotational speed (falling direction).

Since the clutch control apparatus of the mechanical automatic transmission according to the embodiment of the present invention is configured as described above, for example, as shown in FIG. 6, when the driver starts the vehicle by stepping on the accelerator (time t shown in FIG. 6). ₁ ), the engine speed is increased, but the anti-clutch control is performed so that the engine speed is between the limit value (N _A ) and the limit value (N _B ), and when the engine speed is synchronized with the clutch speed, the clutch is directly connected. (Time t ₂ shown in FIG. 6), the anti-clutch control ends.

Thus, in this control apparatus and this control method, since the drive torque can be reliably ensured even at the start of a vehicle, the torque shortage at the start of a conventional oscillation can be eliminated, and smooth start is possible. Therefore, for example, even when a vehicle starts on an uphill road or when a vehicle having a large load weight starts, a stable start required by the driver is possible.

In addition, although the anti-clutch time was excessive because the oscillation could not be smoothly started due to the lack of torque in the past, according to the present control apparatus and the present control method, since the oscillation required by the driver is possible, the half-clutch time is reduced compared to the conventional one. As a result, early wear of the clutch can be suppressed.

In addition, it is possible to prevent engine stall (engine output torque falling behind the engine load and stopping the engine) caused by excessive reduction in the engine speed in the low rotation region. In addition, excessive rise of the engine in the high rotational region can be prevented, so that noise can be prevented.

As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, It can variously deform and implement in the range which does not deviate from the meaning of this invention.

For example, in this embodiment, when the engine speed is lower than the threshold value N _A (when in the region R ₁ ), the clutch control is performed based on the line L ₁ . in addition to the line (L _1), further provided with a plurality of control lines on the right side than the line (L _1), and may be more in detail according to the size of the engine speed to effect clutch control. In addition, similarly to this, when the engine speed is higher than the threshold value N _B (when in the region R ₃ ), in addition to this line L ₃ , a plurality of controls on the left side than the line L ₃ is performed. A line may be further provided, and clutch control may be performed more finely according to the magnitude of the engine speed.

More specifically, a plurality (e.g., n) of limit values (for example, low-speed side limit values) are set on the lower speed side than the limit value N _A , and as shown in FIG. The sub-control lines a ₀ , a ₁ ,..., A _k-1 , a _k corresponding to the areas separated by the limit value are added to the map. For example, in Figure 7, the (a ₀₎ sub-title Huh, the line corresponding to the region between the limit value (N _A) and the threshold value (N _A) from toward the side of low rotation speed first section limit values and , The sub-control line (a ₁ ) is a line corresponding to the area between the first and second sub-limit values, and the sub-control line (a _k-1 ) is the (n-1) th It is a line corresponding to the area | region between a limit value and an nth limit value, and a sub control line a _k is a line corresponding to the area | region on the low rotation speed side rather than an nth limit value. Thus, for example, the engine speed detected by the engine speed sensor 5 is in the area between the first and second limit values toward the low speed side from the threshold value N _A. If present (i.e., the sub-control line a ₁ ), the clutch cutting direction is greater than if the engine speed is between the threshold value N _A and the first negative limit value (i.e., the sub-control line a ₀ ). To increase the clutch stroke speed.

In other words, the limit value is set to a lower speed side than the limit value N _A , and the engine speed detected by the engine speed sensor 5 is lowered from the limit value N _A. When the engine speed is between the (n + 1) th (n; natural number) and (n + 2) th limit values toward the rotational speed side, the engine speed is the nth limit value and (n + 1). The clutch stroke speed in the clutch cutting direction is increased rather than when the value is between the &quot; th &quot;

In such a configuration, when the engine speed detected by the engine speed sensor 5 is at a lower speed side than the limit value N _A , the clutch in the clutch cutting direction as the engine speed goes to the low speed side Since the stroke speed can be increased in stages, the control of raising the engine in the region R ₁ can be performed with higher accuracy.

In addition, a plurality of (e.g., n) limit values (for example, high-speed limit values) are set on the higher speed side than the threshold value N _B , and as shown in FIG. Sub-control lines b ₀ , b ₁ ,..., B _k-1 , b _k corresponding to the specified area are added to the map. For example, a line corresponding to an area between 7 wherein subtitle Huh of (b _0), the threshold value (N _B) and the threshold value (N _B) from toward the side can high speed first section limit value, The sub control line b ₁ is a line corresponding to the area between the first and second sub limit values, and the sub control line b _k-1 is the (n-1) th limit value. The line corresponding to the area between the value and the n-th limit value, and the sub-control line b _k is a line corresponding to the area on the higher rotational speed side than the n-th limit value. Thus, for example, the engine speed detected by the engine speed sensor 5 may be in an area between the first and second limit values from the threshold value N _B toward the high speed side. (I.e., the sub-control line b ₁ ), the engine speed is in the clutch connection direction rather than when the engine speed is between the threshold value N _B and the first negative limit value (i.e., the sub-control line b ₀ ). To increase the clutch stroke speed.

In other words, the limit value is set to a higher rotational speed side than the threshold value N _B , and the engine speed detected by the engine speed sensor 5 is set at a higher rotation speed from the threshold value N _B. If the engine speed is between the (n + 1) th (n; natural number) and the (n + 2) th limit values toward the side, the engine speed is the nth limit value and the (n + 1) th value. To increase the clutch stroke speed in the clutch connection direction than when the limit value is between the limits.

With this configuration, when the engine speed detected by the engine speed sensor 5 is on the higher speed side than the threshold value N _B , the clutch stroke speed in the clutch connection direction as the engine speed goes to the high speed side Can be raised in stages, so that the lowering control of the engine in the region R ₃ can be performed with higher accuracy.

In addition, in the above description, although a plurality of negative limit values were set on the lower rotation speed side than the limit value N _A , only one may be set. Similarly, in the above description, although a plurality of negative limit values are set on the higher rotational speed side than the threshold value N _B , only one of them may be set.

In the above, although the setting unit limits on either side of the area (R ₁₎ and a region (R _3), region (R ₁₎ and a region (R ₃₎ may be set only in either one may of course.

In addition, the map for each of the present embodiment, the storage unit storage unit 12 in the map stored in the 12, configured to select a single line, but the line (L _1, L _2, L ₃₎ ( That is, three maps) may be stored, and one map may be selected and clutch controlled from these three maps.

As described above, according to the present invention, the output torque can be reliably ensured at the start of the vehicle, and smoother oscillation is possible. Therefore, even when a vehicle starts on an uphill road or when a vehicle having a large load weight starts, a stable start required by the driver is possible.

In addition, since the anti-clutch time can be reduced than before, early wear of the clutch can be suppressed. In addition, it is possible to prevent engine stall caused by excessive decrease in the number of revolutions of the engine in the low revolution region, and to prevent excessive rise of the engine in the high revolution region, thereby preventing noise.

Claims (15)

As a clutch control device for a mechanical automatic transmission in which actuators 81 and 91 are attached to the transmission gear mechanism 8 and the clutch mechanism 9, respectively, to perform automatic transmission, Engine speed detecting means (5) for detecting the engine speed; Accelerator opening degree detecting means (6) for detecting an accelerator opening degree; Area setting means (10) for setting an engine speed range in an accelerator opening degree detected by the accelerator opening degree detecting means (6) to be a predetermined range including a maximum value; And When the vehicle starts, the clutch is directly connected while controlling the connection state of the clutch so that the engine speed detected by the engine speed detection means 5 falls within the engine speed range set by the area setting means 10. With control means, The area setting means 10, In the accelerator opening degree, the first limit value N _A is set on the lower rotational speed side than the engine speed at which the engine output torque is the maximum value, and the second limit value N _B is set on the high rotational speed side. Clutch control device of a mechanical automatic transmission, characterized in that for setting the engine speed range. delete The clutch control apparatus of a mechanical automatic transmission according to claim 1, wherein the first limit value (N _A ) and the second limit value (N _B ) are set according to the accelerator opening degree. The method according to claim 1 or 3, wherein the control means (11, 12, 13), The first threshold value (N _A) than the first region of low rotation water side (R _1), the first threshold a second region (R ₂₎ between the (N _A) and said second threshold value (N _B) And a storage unit for storing maps in which the clutch stroke speeds with respect to the rate of change of the engine speed are set for the three areas of the third area R _{3 on} the higher speed side than the second limit value N _B , respectively. 12); A determination unit (11) for determining which of the three regions the engine speed detected by the engine speed detection means (5) is included; And The clutch control unit 13 which controls the clutch stroke speed of the said clutch 9 by selecting the clutch stroke speed corresponding to the area | region determined by the said determination part 11 from the said map is comprised, It is comprised, It is characterized by the above-mentioned. Clutch control of mechanical automatic transmission. The method of claim 4, wherein the storage unit 12, as the map in the coordinates of the engine speed change ratio and the clutch stroke speed control line corresponding to each of the three regions (L _1, L _2, L ₃₎ Remember that, The control line L ₂ of the second region is set to increase the clutch stroke speed in the clutch connecting direction when the engine speed change rate increases and to increase the clutch stroke speed in the clutch cutting direction when the engine speed change rate decreases. In addition to being The control line L ₁ of the first region is a line in which the control line L ₂ of the second region is moved to the engine speed change rate rising side, and the control line L ₃ of the third region is Clutch control device of a mechanical automatic transmission, characterized in that the control line (L ₂ ) of the second region is moved to the engine speed change rate falling side. The method of claim 4, wherein the storage unit 12, The first region R ₁ is divided into a plurality of regions, and a map in which clutch stroke speeds are set for the rate of change of the engine speed is stored for the plurality of regions in the first region R ₁ , respectively. , The determination unit 11, When it is detected by said engine speed detecting means (5) the engine speed to be included in the first region (R _1), and also determines whether to be included, where one of the plurality of region in the first region (R _1), The clutch control unit 13, The clutch control speed of the mechanical automatic transmission characterized in that the clutch stroke speed of the clutch (9) is controlled by selecting a clutch stroke speed corresponding to the area determined by the determination part (11) from the map. The sub-control line according to claim 6, wherein the storage unit 12 corresponds to each of the plurality of regions in the first region R ₁ on the coordinates of the engine speed change rate and the clutch stroke speed as the map. (a ₀ , a ₁ ,…, a _k-1 , a _k ) The sub _- control lines a ₀ , a ₁ ,..., A _k-1 , a _k of the plurality of regions in the first region R ₁ are respectively control lines L of the second region R ₂ . ₂ ) the clutch control device of a mechanical automatic transmission, characterized in that the line is moved to the engine speed change rate rising side. The method of claim 4, wherein the storage unit 12, The third region R ₃ is divided into a plurality of regions, and for the plurality of regions in the third region R ₃ , a map in which the clutch stroke speeds are respectively set for the rate of change of the engine speed is stored. , The determination unit 11, When it is detected by said engine speed detecting means (5) the engine speed to be included in the third region (R _3), also to determine whether to be included, where one of the plurality of regions in said third zone (R _3), The clutch control unit 13, The clutch control speed of the mechanical automatic transmission characterized in that the clutch stroke speed of the clutch (9) is controlled by selecting a clutch stroke speed corresponding to the area determined by the determination part (11) from the map. The storage unit (12) according to claim 8, wherein the storage unit (12) corresponds to a sub-control line (b ₀ , corresponding to each of the plurality of regions in the third region on the coordinates of the engine speed change rate and the clutch stroke speed as the map). b ₁ ,…, b _k-1 , b _k ) Sub _- control lines b ₀ , b ₁ ,..., B _k-1 , b _k of the plurality of regions in the third region R ₃ are respectively control lines L of the second region R ₂ . ₂ ) clutch control device of a mechanical automatic transmission, characterized in that the line is moved to the engine speed change rate falling side. As a clutch control method of a mechanical automatic transmission in which actuators 81 and 91 are attached to the transmission gear mechanism 8 and the clutch mechanism 9, respectively, to perform automatic transmission, Detecting an engine speed and an accelerator opening degree; In the detected accelerator opening degree, setting a first limit value at a lower speed side than an engine speed at which the engine output torque reaches a maximum value, and setting a second limit value at a high speed side; And Directly connecting the clutch 9 while controlling the connection state of the clutch such that the detected engine speed is between the set first limit value N _A and the second limit value N _B. and, When the detected engine speed is lower than the first limit value N _A , the clutch 9 is controlled in the cutting direction, and the detected engine speed is higher than the second limit value N _B. The clutch control method of the mechanical automatic transmission, characterized in that for controlling the clutch (9) in the connecting direction. delete The low engine speed side negative limit value is set on the lower speed side than the first limit value N _A , and the detected engine speed is lower than the low speed side limit value. In the case of all transmissions, the mechanical automatic transmission increases the clutch stroke speed in the clutch cutting direction than when the detected engine speed is between the first limit value N _A and the low speed side limit value. Clutch control method. The low engine speed side limit value is set in plural to the lower revolution side than the first limit value N _A , and the detected engine speed is the first limit value N _A. The engine speed detected when the value is between the (n + 1) th (n; natural number) low speed side limit value and the (n + 2) th low speed side A clutch control method for a mechanical automatic transmission characterized in that the clutch stroke speed is increased in the clutch cutting direction than when it is between the nth low speed side limit value and the (n + 1) th low speed side limit value. . 12. The method according to claim 10, wherein when the detected engine speed is higher than the high speed side limit value, the high speed side negative limit value is set on the higher speed side than the second limit value N _B. A clutch control method of a mechanical automatic transmission, characterized in that to increase the clutch stroke speed in the clutch connecting direction than when the engine speed is between the second limit value (N _B ) and the high speed side limit value. 15. The high engine speed side limit value is set more than the second limit value (N _B ) on the high speed side, and the detected engine speed is higher than the second limit value (N _B ). When the engine speed is between the (n + 1) th (n; natural number) high speed side limit value and the (n + 2) th high speed side limit value toward the side, the detected engine speed is the nth high speed side part negative value. A clutch control method for a mechanical automatic transmission, characterized in that to increase the clutch stroke speed in the clutch connecting direction than when it is between the threshold value and the (n + 1) th high speed side limit value.

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